### ENR 1.3 INSTRUMENT FLIGHT RULES

#### 1. Rules applicable to all IFR flights

##### 1.1 Aircraft equipment

Commercial air transport aircraft operating in the airspace of Hungary have to adhere to the provisions of ICAO Annex 6 - Operation of Aircraft - Part 1, Chapter 6 - Aeroplane Instruments, Equipment and Flight Documents - and Chapter 7 - Aeroplane Communication and Navigation Equipment, and Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council.

##### 1.2 Minimum flight altitudes

The AMAs depicted on chart ENR 6-LHCC-ERC have been determined so as to ensure at least 1 000 FT vertical clearance above the highest obstacle.

When determining the flight altitude, the navigational accuracy which can be achieved on the relevant route segment shall be taken into account, having due regard to the navigational facilities available on the ground and on board of the aircraft.

The minimum flight altitude for IFR flights in uncontrolled airspace is 4 000 FT (1 200 M) AMSL.

##### 1.3 RNAV 5 Contingency Procedures

Prior to and during RNAV or Free Route flights operators shall verify the correct functioning of the aircraft RNAV systems. This includes:

1. the flight route complies with ATC clearance, and
2. the aircraft navigation capability complies with at least RNAV 5 specification.

Subsequent ATC action in respect of that aircraft will be dependent upon the nature of the reported failure and the overall traffic situation. Continued operation in accordance with the current ATC clearance may be possible in many situations. When this cannot be achieved, a revised clearance may be required to revert to VOR/DME navigation. ATC may also provide the aircraft with radar vectors until the aircraft is capable of resuming its own navigation.

Operators of such aircraft, where a failure or degradation is detected before departure, shall not insert designators „S” or „R” in Item 10 of the flight plan. Since such flights require special ATC handling, Item 10 shall contain the designator „Z” and Item 18 of the flight plan shall contain „NAV/RNAVINOP”.

For such aircraft experiencing a failure or degradation of the RNAV system below RNAV 5, the phrase ”UNABLE RNAV DUE EQUIPMENT” shall be included by the pilot immediately following the aircraft call sign, whenever initial contact on the ATC frequency is established.

#### 2. Rules applicable to IFR flights within controlled airspace

- IFR flights shall comply with the provisions of Commission Implementing Regulation (EU) No. 923/2012 (SERA), point SERA.5020 when operating in controlled airspace.
- An IFR flight operating in controlled airspace shall be flown at a cruising level selected from the tables of cruising levels shown in ENR 1.7.5. according to its planned track, except as otherwise instructed by ATC.

#### 3. Rules applicable to IFR flights outside controlled airspace

##### 3.1 Cruising levels

During the en route portion of the flight, the cruising levels selected as prescribed in point 2 above, shall be maintained.

##### 3.2 Communications

All IFR flights leaving the CTR or TIZ shall maintain a continuous listening watch and establish two-way radio communications on the appropriate radio frequency of the FIC.

##### 3.3 Position reports

Aircraft shall make position reports at designated reporting points (if any) and at other occasions, as instructed by FIC.

Irrespective of the applicable rules, the FIC shall be notified:

- if an aircraft is compelled to divert from its flight plan route by more than 5 KM;
- if an estimated time over the FIR boundary is different by + 5 minutes from the one communicated to the FIC earlier;
- if it intends to change from IFR to VFR or vice versa;
- if departing from a non-AFIS aerodrome;

#### 4. Free route airspace (FRA) General Procedures

##### 4.1 Area of application

4.1.1 Within Budapest CTA FRA is available H24 from 9500 FT AMSL to FL660 as follows:
Budapest CTA, as published in ENR 2.2., is integral part of:
SEE FRA (South East Europe FRA) encompasses the FRAs within București CTA, Budapest CTA, Bratislava CTA, Sofia CTA, Chisinau CTA and Praha CTA.
4.1.2 For flight planning within SEE FRA see ENR 1.3 section 4.4 Flight Planning (Item 15)
4.1.3 Budapest FIR uncontrolled airspace from 4000 FT AMSL to 9500 FT AMSL is a free route airspace. For flight planning see ENR 1.3 section 4.4 Flight Planning (Item 15)
4.1.4 Cross-border operation between SEE FRA and Croatian and Austrian part of SECSI FRA as described in pertaining AIPs in ENR 2.2. and shown in ENR 6. For flight planning see ENR 1.3 section 4.4 Flight Planning (Item 15).

##### 4.2 Flight Procedures

###### 4.2.1 General requirements within SEE FRA

4.2.1.1 Aircraft other than State aircraft, shall comply with the aircraft equipment requirements published in GEN 1.5.
4.2.1.2 Airspace users will be able to plan user-preferred trajectories using significant points - five-letter name-codes, and/or en-route radio navigation aids published in ENR 4.4, ENR 4.4.1 and ENR 4.1, in AIP Bulgaria, AIP Hungary, AIP Slovakia, AIP Romania, AIP Moldova and AIP Czech Republic. Segments between the significant points shall be defined by means of DCT (Direct) instructions. There is no restriction on the maximum DCT distance.
4.2.1.3 The use of an unpublished point defined by geographical coordinates or by bearing and distance is not allowed.
4.2.1.4 FRA relevant significant points and en-route radio navigation aids published in AIP Bulgaria, AIP Hungary, AIP Romania and/or AIP Slovakia in ENR 4.1. and in ENR 4.4 or ENR 4.4.1 as appropriate are considered (where indicated so) as:

- FRA Horizontal entry (E),
- FRA Horizontal exit (X),
- FRA Intermediate (I),
- FRA Arrival Connecting (A),
- FRA Departure Connecting (D) points.

4.2.1.5 Overflight traffic shall be planned directly between FRA Horizontal entry and FRA Horizontal exit points and at least via one published FRA significant point within CTAs concerned. There is no restriction on the number of FRA intermediate points that may be used.
4.2.1.6 Flights arriving or departing from airports located within the FRA area or in the close vicinity are eligible for free route operations and shall be planned in accordance with the ENR 1.3 section 4.4 Flight Planning (Item 15).

###### 4.2.2 Overflying traffic

4.2.2.1 Overflight traffic within SEE FRA shall be planned directly between FRA entry, FRA exit and FRA intermediate points.
4.2.2.2 Exceptions to this rule are exist when the DCT segments which are not available are announced in accordance with paragraph 4.5 below.
4.2.2.3 Traffic within SEE FRA proceeding inbound or outbound airports located in close vicinity of LHCC FIR shall be planned in accordance with 4.2.2.1 above and paragraph 4.4 below also using the relevant FRA Arrival Connecting and FRA Departure Connecting points. Airports in close vicinity of LHCC FIR are considered to be: LOWW and LZIB.

###### 4.2.3 Access to/from airports and terminal airspace

4.2.3.1 Flights arriving at or departing from airports located within Budapest FIR are eligible for free route operations and shall be planned in accordance with the paragraphs below.
4.2.3.2 In case of RNAV-capable departing flight from an airport where standard instrument departures procedures (SIDs) or departure connecting routes are published, flights shall be planned directly from the SID final waypoint or the last point of the departure connecting route to the FRA Horizontal exit or FRA Intermediate point.
4.2.3.3 In case of RNAV-capable arriving flight to an airport where standard instrument arrival procedures (STARs) are published, flights shall be planned directly from the FRA Horizontal entry or FRA Intermediate point to the first point STAR or first point of the FRA Arrival connecting route.
4.2.3.4 The SID/STAR shall not be indicated in the filed route of the FPLs.
4.2.3.5 Where SIDs are not published, the flights shall be planned DCT to the FRA Horizontal exit or FRA Intermediate point.
4.2.3.6 Where STARs are not published, the flights shall be planned DCT from the FRA Horizontal entry or FRA Intermediate point to the airport.

###### 4.2.4 Cross-Border Applications

4.2.4.1 The planning of DCT segments across the SEE FRA borders (cross border DCT) is allowed. See ENR-2.2.
4.2.4.2 The planning of DCT segments that are partially outside the lateral limits of SEE FRA (multiple re-entry segments) is not allowed.

##### 4.3 Airspace Reservation within Budapest CTA

###### 4.3.1 Re-routing Special Areas

4.3.1.1 Flights may be planned through active TRAs or danger areas.

###### 4.3.2 Promulgation of route extension

4.3.2.1 In the case where there is no availability to cross the active reserved area, occasionally:

1. a flight may be instructed to proceed to one of the five significant points which are published in ENR 4.4.1 as an FRA intermediate point, with the remark e.g.: “in case TRA 32/33 active”;
2. tactical radar vectoring may be applied in order to ensure an additional safety margin between active TRA boundaries and flight trajectories. It is expected that the average extension to be considered by aircraft operators will be approximately 5 NM and in exceptional circumstances, not more than 10 NM.

4.3.2.2 Restrictions on the maximum DCT distance inserted in the flight plan will not be enforced.

##### 4.4 Flight Planning (Item 15)

###### 4.4.1 General

4.4.1.1 In case of more than 30 minutes of flying time or 200 NM (370 KM), an FRA intermediate point shall be inserted at which a change of speed, flight level, track, or flight rules are planned.
4.4.1.2 Flights within SEE FRA planning of DCT (cross border DCTs) require at least one published FRA significant point within each CTA. There is no restriction on the number of FRA intermediate points that may be used.
4.4.1.3 Flights between Budapest CTA and Austrian part of SECSI FRA planning of DCT (cross border DCTs) require at least one published FRA significant point within each FIR. FRA boundary intermediate points are not mandatory for flight planning.
4.4.1.4 Flights between Budapest CTA as part of SEE FRA and Zagreb CTA as part of SECSI FRA planning of cross-border DCTs require at least one published FRA significant point within each CTA. This requirement is not fulfilled by inserting FRA significant points established on the common Budapest and Zagreb CTA border, except for the Croatian airports’ arrivals and departures.
4.4.1.5 The use of an unpublished point defined by geographical coordinates or by bearing and distance is not allowed.
4.4.1.6 The planning of DCT segments closer than 3 NM to the Budapest CTA or multiple re-entry segments are not allowed.

###### 4.4.2 ATS Route Network

ATS route network within Budapest CTA is not available.

###### 4.4.3 Flight Level Orientation Scheme

4.4.3.1 Cruising levels must be planned in accordance with AIP Hungary ENR 1.7 and the information provided in the column “Remarks/Usage” in ENR 4.1 and ENR 4.4.1. The direction of cruising levels (EVEN or ODD) must be chosen depending on the direction of the flight level required over the FRA Horizontal entry and FRA Horizontal exit points as described in the following table:

Direction of Cruising levels
FLs over FRA entry point | FLs over FRA exit point | FLs inside FRA
EVEN | EVEN | FLs for all DCT segments
ODD | ODD | FLs for all DCT segments
EVEN | ODD | A change from EVEN to ODD FLs must be planned inside FRA
ODD | EVEN | A change from ODD to EVEN FLs must be planned inside FRA

Note: ODD is the direction of IFR cruising levels with a magnetic track between 000° and 179° while EVEN is the direction of IFR cruising levels with a magnetic track between 180° and 359°, as described in the table of cruising levels in ENR 1.7.

4.4.3.2 Cruising levels must also be planned in accordance with the adjacent ATS route network and/or FRA Flight Level Orientation Scheme.

###### 4.4.4 Flight Planning procedures for departing and arriving flights from/to significant airports

4.4.4.1 Flight Planning of any departing flights shall comply with the following procedures:

Airport | Working time | Mandatory connecting routes / Point | Mandatory Exit point (X) | Flight Plan examples (Item 15) | Remark
--- | --- | --- | --- | --- | ---
LHBP | H24 | WITRI - MIZOL - IBLIZ | NIL | WITRI DCT MIZOL DCT IBLIZ | See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD
LHBP | H24 | VETIK | NIL |  | See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD
LHBP | H24 | GAZDA - MAVIR | NIL | GAZDA DCT MAVIR | Above FL 135 See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD
LHBP | H24 | FAHAZ - KEROP | KEROP | FAHAZ DCT KEROP |
LHBP | H24 | DUZLA - VEBAL | VEBAL | DUZLA DCT VEBAL |
LHBP | H24 | DUZLA - BAREB | BAREB | DUZLA DCT BAREB |
LHBP | H24 | DUZLA - OSDUK | OSDUK | DUZLA DCT OSDUK |
LHBP | H24 | GILEP - ZOLKU | SUNIS, ARSIN, ABETI, BEGLA | GILEP DCT ZOLKU DCT BEGLA |
LHBP | H24 | GILEP | NATEX, XOMBA | GILEP DCT NATEX | Only for ARR LOWW
LOWW | H24 | ALAMU - EPARI | NIL |  | See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD
LOWW | H24 | STEIN - NOHAT | VEBAL, KOPRY, NEKIN | STEIN DCT NOHAT DCT KORPY |
LOWW | H24 | STEIN | DIMLO | STEIN DCT DIMLO |
LOWW | H24 | ARSIN - NALOX | BABIT, BAREB | ARSIN DCT NALOX DCT BABIT |
LZIB | H24 | VAMOG - SIRDU | KOPRY, BABIT, NEKIN | VAMOG DCT SIRDU DCT KOPRY |
LZIB | H24 | ERGOM | NIL |  | See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD

4.4.4.2 Flight Planning of any arriving flights shall comply with the following procedures

Working time | Mandatory Entry point (E) | Mandatory Segment / Point | Airport | Flight Plan examples (Item 15) | Remark
--- | --- | --- | --- | --- | ---
H24 | NIL | RIGSA - BETED | LHBP | RIGSA DCT BETED | See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD
H24 | PARAK | KEZAL | LHBP | PARAK DCT KEZAL | See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD
H24 | DIMLO, GOTAR | SIRDU - OGVUN - VAJDI | LHBP | DIMLO DCT SIRDU DCT OGVUN DCT VAJDI |
H24 | KOPRY | KOPRY - ULZAK | LHBP | KOPRY DCT ULZAK |
H24 | KEKED | TORNO - NATEX | LOWW | KEKED DCT TORNO DCT NATEX | For DEP LHBP via TORNO SID
H24 | NIL | BALUX - TORNO - NATEX | LOWW |  | See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD
H24 | NIL | BALUX - TORNO - BODZA - XOMBA | LZIB |  | See ENR 1.3 section 4.4 Flight Planning (Item 15) See also RAD
H24 | TONDO, KOPRY, BAREB | JOZEP - PUCOG - BODZA - XOMBA | LZIB | TONDO DCT JOZEP DCT PUCOG DCT BODZA DCT XOMBA |

4.4.4.3 The other flights arriving at or departing from other airports located in close vicinity of Budapest FIR are considered as overflying traffic (see para 4.2.2.3 above).

##### 4.5 Route Availability Document

4.5.1 All FRA constrains, exceptions and restrictions, if any will be published via the RAD and promulgated in accordance with ENR 1.10